Ken W. Purdy, The Kings of the Road Appleton’s 1932 F1...

Once in a great while someone makes an automobile that is a thing apart from all others, an impersonal machine possessing a definite personality......many a man competent to know will argue that the most completely appealing and unforgettable personality ever built into a car was put into the smallest of them all: the MG Midget.”

Ken W. Purdy, The Kings of the Road

Appleton’s Wins Phoenix Biltmore Concours!

1

Chairman’s Corner, by Jack Kahler

3

4Treasurer’s Report, by Jack Schneider

5Registrar’s Ramblings, by Lew Palmer

19“Bringing PB0362 Back to Life”, Ron Jackson

24GOF Central Event Information

26GOF West Event Info

27MG2016 Event

28Car Guy’s Trip, by Scott Kahler

34NAMMMR Regalia

36Tidbits… from the Editor

40Cars and Parts for Sale…

11Tech Topics, “Valve Job”, by Chris Leydon

42… And a word from our Sponsors

8“Battle of the Bills”, by David Harrison

NAMMM REGISTER NEWSLETTER Volume 28, Number 1 1 of 47

Appleton’s 1932 F1 Stiles wins the Biltmore Concours in Arizona!

Thirty of these custom aluminum Stiles Special Threesome bodies were made for the 1932 MG F1 Magna chassis. Five of the original body/chassis combination exist. This car is the only one in North America.

The body was designed by Fred W. Stiles who was the British Concessionaire and Racing Team Manager for Alpha Romeo between 1927 and 1931. He designed many exciting Alfa Romeo bodies during that time and used James Young of Bromley as the coach builder who also fabricated the Stiles Threesome for this 1932 MG.

Cont’d on page 7

Dr. Jerry Keuper & Jerry Goguen - In Memoriam

Jack Kahler - Chairman5260 South Zinnia Ct., Littleton, CO USA 80127

[email protected] (303) 978-9341

Tom Metcalf - Vice Chairman118 Park Ave East, Mansfield, OH 44902-1828


Jack Schneider - Treasurer & Web Master8598 Brewster Ave., Inver Grove Heights, MN 55076


Randy and Sandy Copleman - Newsletter Editor / Directors of Register Communications

27685 N. 74th Street, Scottsdale, AZ USA [email protected] (520) 241-2768

Sarah Richey - Director of Register Events914 Smith Court, Bowling Green KY, USA 42103


Cathy Gunderson - Manager of Register Regalia6160 West Lakeside Ct., Littleton CO, USA 80125-9645

Lew Palmer - Registrar15670 St. Mary’s Point, MN, USA 55043

[email protected]: (651) 436-7401 Fax: (651) 436-2122

Terry Sanders - Co-EditorBox 16, Post 1; 499 Embarcadero, Oakland, CA, USA

[email protected]

Bob Zwart - Librarian1900 E Warner, Suite E, Santa Ana, CA, USA 92705


Members, Steering Committee:

Peter Ross, David Harrison, Peter Thornley, Lew Palmer,

Tom Metcalf, Bob Sterling, Jack Kahler, Pete Thelander, Bill Richey

The North American MMM Register

The NAMMM Register Newsletter is published quarterly beginning in March of each year. The deadline for “camera ready” contributions - stories, technical reports, ads, and general information - is the end of February, May, August and November.

Please submit all contributions to Randy Copleman via:e-mail at [email protected] mail at 27685 N 74th St, Scottsdale, AZ 85266

Preferred format is:Microsoft Word or text formatJPEG format for photos (Please do not embed with the text)

DISCLAIMER -The opinions expressed in this publication are the personal opinions of the editor or the contributors, and are in no way the opinion of the North American MMM Register, except where expressly stated. Offers of goods or advice in this Newsletter are given in good faith. All responsibilities as to price, quality of parts, services or advice is a matter entirely between the parties concerned in any transaction. The North American MMM Register cannot be held responsible in any way for any misrepresentation or failure, nor can they be held to adjudicate in any dispute. In addition, no company or commercial organization has any connection with the NA MMM Register.

The Pre-war MG Register Of Australia web site at: Http://prewar.mgcc.info

The UK Triple-M Register web site at: www.triple-mregister.org

Visit our Updated web site at: http://www.nammmr.org MMM Websites

NAMMM REGISTER NEWSLETTER Volume 26, Number 1 2 of 47

http://prewar.mgcc.info

http://www.triple-mregister.org

http://www.nammmr.org

3 of 47NAMMM REGISTER NEWSLETTER Volume 28, Number 1

Chairman’s Corner

THE OLD "JOHN DEERE" stopped by my garage the other day! What a beautiful sight to see Bob Riche's creation again on the road by its new owner, my friend Bill Bollendonk. Bill has restored the L1 to a very fine, ready for the road, machine. It has a new engine, restored body and a removable steering wheel for driver access. Now labeled "JEAR SPECIAL" and Bill indicated it is a candidate to run the COLORADO GRAND in September. Good going Bill!!!

We are only three months away from going to INDY for another exciting NAMMMR National meet. Sarah Richey, Reed and Jan Tarwater have been working diligently to assure all our members will have an outstanding experience at this historical venue. It has been a long winter and hope everyone has spent time getting your MMM jewel ready for the summer. I have re-plumbed my PA fuel delivery system so I don't have another embarrassing trip around the INDY track as I did on the hook at Watkins Glen!

I wish to encourage all of you to read the "mark your calendar " article in this issue for the MG 2016 all register meet in Louisville, Kentucky. I dream of having fifty MMM cars on the field!! So, finish those restorations, get your cars ready to join your friends in Louisville in June of 2016!!!!

Cheers, Jack

Bill’s detailed and complex restoration of his L1 ready for

the “Colorado Grand”


From the TreasurerTreasurer’s Report, effective April 8, 2015.

Overall, ;inancially, 2014 was a successful year for the Register.

Our initial year of budgeting and expense tracking did prove successful. We fell a bit short of projections in member count of 169 total from 2013. 2014 budgeting was formulated from 2013 membership. The Register had residual funds from previous years (pre-‐budgeting) to give us a needed boost. That residual plus the actual membership monies closely funded our anticipated 2014 budgeted expense allowances. We had an anticipated Net Income projection of $870.00, by end of year 2014.

Membership of 139 paid members, down 30 from 2013, the basis for 2014. But what has been collected for 2015 to this point is almost equal to member dues collected for 2014.

We are making adjustments to the Register’s Annual budget based on what was learned from 2014. We were lax in some of our budgeted expense areas but strong in others. A slightly more balanced approach leads us to our published 2015 budget. The Register has an anticipated Net Income projection of $120.00, for 12-‐31-‐15.

Membership dues have been an issue of contention during 2014. The Register Board has been discussing this topic.

The introduction of a solely electronically distributed newsletter results in cost savings in printing and postage, now one size ;its all.

We remain to publish a hard copy membership directory and post both domestically and internationally to our membership. We feel this is a de;inite bene;it to our members.

We will still budget to partially fund our primary national annual NAMMMR event.

We have other ;ixed costs in areas of General Operating and Membership, we must retain.

In 2014 we began a NAMMMR Regalia program. There are some costs we bear for creation of certain regalia items. These costs will be recouped upon sales. We also budget an amount for postage and shipping of regalia items.

The conclusion of the Board, for 2015, dues levels will be and have already been collected at the two existing levels, North American $40.00 and International $50.00. Beginning for the year 2016, it has been agreed, dues will be at $40.00 across the board.

During this year, I am doing a test for comparison budget, parallel with the actual 2015 budget, with actual 2015 member count, using the reduced dues rate to see how we will fare.

Jack Schneider


Registrar’s RamblingsSpring 2015

Another renewal period has come and gone, and I’m happy to say that we are at 139 ac:ve members. Unfortunately, we lost a few members this year, due to cars selling, the passing of a few members, and various other reasons. However, we more than made up those losses by members who rejoined from years past.

I do have one request for some of the members. PLEASE PLEASE PLEASE try to get your membership renewals in within the first month of receiving your renewal no:ce. Many do, but there a too large a number of you who don’t renew un:l February, March, and even April. This delays the publica:on of the Membership Directory and puts the work of publishing un:l my busiest part of the year. Hopefully, everyone that is going to renew has done it by now, as the new directory is just about to hit the printers and you may have it in hand by the :me you read this.

I, for one, am looking forward to another great annual event, this year in Carmel, Indiana including the opportunity to once again take a lap or two around the Indianapolis Speedway. Here in April, we already have over 130 registrants including 18 Triple-‐M cars. If you haven’t already signed up, be sure to do so very soon. The host hotel is already full, but I am told there are plenty of hotels in the near area.

The winter weather has just about broken and warmer weather is just around the corner here in the frozen north. I can’t wait, as the seven year restora:on of PA1169 is complete (I hope) and need to get some miles on it before the Annual Event. The Airline will have to stay home this year.

Again, thanks go out to those who got their renewals in by January 31WX, and to those who didn’t please try harder next year. Meanwhile, join me in welcoming the following new members.

Clark & Pamela LanceLong Valley, NJ

Philip & Carole HallOro-‐Medonte, OntarioL2032

Randall J. Sr. & Suzanne MorganLebanon, PAPA0660

Peter & Kerrie McCormickPiasburgh, PAJ2517

Octagonally,Lew Palmer


According to Dr. Rachel Geogina Evans, the daughter of the original owner Dr. Frankis Tilney Evans, the car was a gift to her mother for her birthday on May 2, 1932. Dr. Evans told us that her family had a vehicle Registration Number that dated back to her grandfather’s first car in 1908. The number, AN26, is still used on her car to this day and that this number would have been used on her mothers Stiles MG. She gave us permission to show the car with the Evans family original British Registration number.

The Stiles Company of London Sales Brochure from 1932 offered the color scheme presented on the car today. They match the colors found on the body, chassis and upholstery during the restoration. We wanted to restore the car to the original colors as selected by the Evans family in 1932 - Ocean blue metallic body with beige wheels & brake drums, chassis and belt line. The two tone interior scheme was also found in the car during restoration.

We have traced all the previous owners back to 1932.

Awards Saratoga Auto Museum Spring Invitational Concours – Dennis Gage Award. Misselwood Concours d’Elegance, The Misselwood Award, Best in Show at the Watkins Glen/Corning Grand Prix Festival Concours.Hemmings Motor News Concours – First in Class Pre War European.AACA National Award recipient2015 Arizona Concour d’Elegance - Best in Class Pre War Sports and Racing Cars Class

Cont from page 1


“Battle of the Bills; Austin-Swallow vs MG M Type Midget”, David Harrison

Editor’s Introduction: The Oldest Jaguar in the America! 1929 Austin-Swallow. David and Una Harrison’s Swallow taken in Williamsburg, VA. Following is an article written by David, chronicling

By 1929 two Bills were offering rival light sports cars on the British market. Bill Lyons was selling his Austin Swallow, based on Austin Seven mechanicals and enhanced with Lyons’ stylish body and interior. Bill Morris’s MG subsidiary had just introduced the MG M Type Midget, based on Morris Minor mechanicals. Each car was highly successful and provided the financial and technical foundation for the future of their respective companies, and both had enduring impacts on the British sports car market.

The Austin Swallow debuted in 1927, three

years after the Austin Seven was introduced. The Austin Seven was Britain’s equivalent to the Ford Model T, and was a basic 4 seater aimed at the first time car owner. Ford was selling the Model T in the UK but the high RAC rating, based on cylinder bore, resulted in a high annual road tax. The Austin was cheaper and the annual road tax was lower due to its tiny 748 cc side valve engine RAC rated at 7 HP. The appearance, flimsy chassis, weak brakes and 12 BHP of the Austin 7 were adequate at the time, and superior to competing cycle cars and motorbike


combinations, and made motoring available and affordable for the masses.

In 1927 Bill Lyons was ready to progress beyond Swallow sidecars and persuaded Herbert Austin to sell him Austin 7 rolling chassis with complete mechanicals for 99 pounds. Lyons styled a handsome body in attractive colours, added a luxury leather interior and a well-instrumented walnut dash . Due to a fortuitous deal with Henleys in London, Lyons was selling Austin Swallow coupes and two seat roadsters at a annual rate of 500 cars per year by 1929. The financial success of the Austin-Swallow provided the foundation for today’s Jaguar enterprise.

In 1929 William Morris introduced the Morris Minor saloon to compete with the Austin 7. The Minor benefited from advances in car technology since the introduction of the Austin, and was powered by an 847 cc engine of 8 HP (RAC rating) of Wolseley origin. This had an advanced OHC engine generating an actual 20 BHP. Kimber designed a light and sporty boat-tail body for the Minor chassis, and tweaked the engine slightly. The MG M type was rushed into production just as sales of larger MG models were falling due to the depression, and was an immediate success, helped by MG’s successful racing program.

MG and Austin both produced racing versions of their sports cars, MG introducing the 12/12 Midgets with power boosted to 24 BHP, and Austin producing the Ulster series of 750 cc racing cars. The Austin’s racers were more attractive in appearance than the somewhat boxy MG Midgets (both are highly sought after today), but the Austins were handicapped by their less advanced engine. The rivals swapped speed records at Brooklands back and forth for several years much to the delight and amusement of racing enthusiasts.

By 1929 the Austin Swallow was handicapped by Austin’s engine and chassis technology dating from the mid twenties. The styling was continuously updated by Bill Lyons but the mechanical specification remained the same. Lyons introduced

other Swallow variations, notably the 6 cylinder Standard-Swallow and the sporty Wolseley Hornet Swallow. The Austin Swallow lasted until 1932 then gave place to the SS1, which was based on a updated and sturdy Standard chassis and a powerful (for its day) 6 cylinder side valve Standard engine. The SS1, styled by Lyons and with many mechanical improvements suggested by his team, was a sensation, looked like a thousand pound car but only cost a few hundred. It was Lyons’ first “real” car and led to the famous SS cars of the thirties, culminating in the SS100.

Approximately 2000 Austin Swallows were produced, 800 tourers and 1700 saloons. 147 have survived, 58 are two seaters , including 17 of the 1929 two seaters. There are 4 Austin Swallows in the US. My Austin Swallow is chassis C88424, leaving the factory on Sept 29 , 1929, and is the oldest of the four. It was registered with a London license plate, UV 4851, and is almost certainly a Henley car. Its prewar history is unknown, but I was recently sent a photo and article from the March 1951 issue of Motor Sport. UV 4851, driven by a Mr E.C.Davies won the under 1½ litre class in the VSCC rally at Bisley The Swallow has a rally history !

The MG M type only lasted until 1932 but was successful in its class at Brooklands and other race venues , and in the popular road rally events of the time. It evolved into the highly successful MG J2, over 4000 of which were sold over the next two years.

Who won the battle of the Bills ? The MG M type was a better car in 1929. But Jaguar pulled ahead in 1932 with the SS1, entering a market epitomised by its motto “ grace, space, pace”. The two Bills thereafter diverged in their market targets, with the exception of a brief period of overlap in the late ‘30s when MG brought out the SVW series of large saloons. MG concentrated on the “cheap and cheerful” end of the market while Jaguar went upmarket into the carriage trade. So who really won? Well, MG made more cars but Jaguar still makes cars.

See performance comparisons on next page….


Specifications for the MG and Swallow road cars are interesting to compare.

1929 MG Midget 1929 Austin Swallow

Capacity cc 847 748BHP 20 12Compression ratio 6.2 4.8Valves Overhead, OHC SidevalveCarburation 1” single SU Updraft ZenithGearbox 3 speed crash (no synchro) 3 speed crashBrakes 8” dia, Bowden cable 6” dia, bare cableBraking dist from 40 mph 72 ft What brakes ?Max speed mph 55-60 45

Accel 10-30 secs 7 secs (2nd gear)15 secs (top)

Wheelbase 6’ 6” 6’ 3”Track 3’ 6” 3’6”Weight lb 1200 800Chassis Ladder A framePrice (pounds) 175 175


Author - Chris Leydon

Technical Topics

TT 2811

Notebook Section: 2.1.3

Reflections of the MMM “Valve Job”

Over the past few decades, I have sensed a subtle divide within the vintage car hobby between participants who delight in the form of the auto, its aesthetic, and those that prefer to focus on its function, how it works. To illustrate the weight of each camp, one only has to view the last ten issues of Sports Car Digest and discover the total absence of photography that could potentially highlight the fabulous mechanics of all the cars profiled. What a pity, because the beauty lies within. Warning: The following "tech share" is a bit esoteric, so if your interest lies less with function and more with form, you might want to skip to the next article.

A month ago, one of our MMM members expressed concern that in racing his P, there was a substantial loss of power as he hit 5000 rpm. Of course the power curve flattens out in the upper register but there may be more to the story. Our cars are now approaching eighty years old and many of the engines have gone through multiple rebuilds which have included "valve jobs." Each of these procedures lowers the valve seat into the combustion chamber, shortens the length of the valve in order to gain valve clearance, and unless precautions are taken, reduces valve spring compression. The result permits the valve to float at high rpm sapping both compression and performance. In addition, the valve adjustment for clearance, where the eccentric is rotated on the rocker, yields varying valve timing on each and every one of the valves. What follows is a prescription of how to remedy salvaging an abused cylinder head with severe valve seat recession. Caveat: The following is only how I address this issue: it may be performed better and more expediently by those more gifted than myself. When rebuilding my first K3, I received a letter from Cecil Cousins who roughly outlined a similar process used by the factory which follows what I forthwith describe. Additionally, Bob Jones outlines his procedure in the "MG Road Cars, Vol. 2" which is similar and conveniently less burdened by words.


To Begin:

In addressing most challenges, it is best to first assess "what you got." The photo on the right is of a New Old Stock cylinder chamber in an N head. The valves are nearly co-planar with the chamber bottom. The photo on the left is of another N head with severe valve pocketing (recession). Notice how recessed the valves are below the chamber. (Modifying the combustion chambers varies the volume of each chamber which then need to be measured and balanced with the other chambers ... but that is a story for another issue.)

Over time, each valve grinding has steadily moved the valve further into the combustion chamber, and as a result, has pushed the valve stem up toward the rocker. In order to adjust for clearance, the valve must be shortened, which at the end of the day (or decade) makes for much less purchase of the keeper to retain the valve spring retainer. Notice the difference between the well shortened used valve on the top and a new valve on the bottom.


Because the valve keepers (or cotters if you are British) are retained in the newly purchased valve stems at the same location as the old valves, the effect is to permit the valve spring to be less compressed as the valve is pocketed.This, as can be seen in the above photo, can be appreciable and decreases the valve spring's ability to close the valve at high rpm by over 25%.

What to do? One solution is to machine spacers to be installed under each valve spring, carefully measuring to insure that each spring delivers the same compressed load to its respective valve. With minimal valve recession, this is manageable and the spacers would be more like shims for fine adjustment. When the valve pocketing is more severe, a more elegant approach is possible that insures not only nearly perfect matched compression loads between valves, but also ensures identical rocker geometry and valve timing once the job is executed.

This approach starts with appropriately machined valves which have no keeper grooves installed: machined from the correct material (21-4N and stainless in my case), correct head diameter, and 9/32" stems with the original length. The sequence is as follows:

1. After the valve guides have been installed and sized to correct intake and exhaust stem clearances, and after the valve seats have been machined and valves lapped to their respective seats, each valve is numbered to its respective guide. Note: My process for machining the seats utilizes valve cutters (not grinding stones) with 60, 45, 30 degree angles to position the valve onto the seat with a . 065" for exhaust and .050" contact on the head: wider for the exhaust to enhance cooling.


2.Valve stems are then coated with machinist dye and located in a numbered valve carrier so that no mistake can be made in keeping track of each valve's position in the head.

3. The object of the game is to machine new keeper grooves into each valve stem to produce the correct loading to close the valve. The required spring load for competition and supercharged engines is slightly greater than normally aspirated engines used for touring. My rule of thumb is: (This differs slightly from Blower's manual which does not take into account the spring retainer inner boss)

Normally Aspirated Supercharged/Competition

Installed 48-50lb 58-60lb

It might be noted that for competition use, I machine my own valve spring retainers from titanium and use single groove classic Mini Cooper keepers. This combination reduces reciprocating weight and thus requires the valve springs to do less work. This helps ensure against valve float at higher rpm.


Machining titanium retainers Single groove keepers

It is also good advice to start with a matched set of springs, allproducing the same load at the same installed height. In the MG world, there will be variations within each spring set. I separate each spring, record its compression at the installed height and mix and match until I find uniformity.

Testing spring load Duplex + Inner helper spring

4. Knowing where the keeper groove now needs to be located to produce identical valve spring heights for the correct installed load, each valve is installed into the head and marked for keeper groove location. I machine a tube which fits over the valve and the guide to a length which is the desired installed valve spring height moderated by the thickness of the retainer and how it is positioned by the keeper. OK, this may seem abstruse on first reading, but it just


describes an effort to get the valve spring at the correct installed height....and it depends on what variety of retainer and keeper you select to use. With the valve held firm against its seat, I mark the position to machine the keeper groove.

5. OK, if I told you that machining the keeper groove into a stainless or 21-4N valve is easy, you would not believe me and I would be lying. That said, this is how I do it.

a. I use carbide insert tooling ... and for the Mini radius keepers ... a radius cutter .106" diameter.

b. I set up on a Hardinge toolroom lathe with digital readouts, follower bar, and a live tailstock machined to take the end of the 9/32" valve. (I ain't sure how I would do it otherwise ... but there are thems that know better and are more clever ... ).


The photo on the left shows the product of one's effort. A rule of thumb is to have the combination of keepers and retainer such that when assembled and pulled tight, the retainer stays in position held by the wedge action of the keepers. The photo on the right shows the finished valve with new retainer next to an original assembly. The new retainer is machined to more positively locate the valve springs, whereas the original allows for substantial unwanted radial movement between the pair of springs.

6. With each valve now machined with a keeper groove in theappropriate position, the valve must be machined for length to gain the required valve clearance. Parting off the end of the valve requires only a suitable chuck in the lathe and a carbide cutoff tool, however, locating where to cut is a bit more involved. The following assumes that all attention has been paid to the cam bearings, camshaft, rocker bushings, rockers and shafts. Next, install the valve into its designated guide and using a light spring, assemble the keepers and retainer. Coat the end of the valve with dye and install the camshaft into cam carriers. With the eccentric on the rocker oriented in the correct position (Caution: the J differs from the K/L/N/ and P), slide the rocker onto its shaft tucking it under the heel of the cam lobe. The valve can now be scribed for shortening. This will, in most cases, produce zero clearance which is then more finely tuned by a grinding fixture on the end of a valve grinder. This last operation has the increased benefit of producing a very fine finish on the end of the valve which prevents abrasion with the rocker and a surface that is precisely orthogonal to the axis of the valve stem.


With each valve done, in turn, the valve job is now complete and final assembly and timing can commence. The described process is a lengthy one ... both in process and description ... but the result can be satisfying when the RPMs rise and the power is faultlessly generated. It also might salvage a head deemed to be unusable! A perspective often missed by novices to the marque is that the design of the prewar MG cylinder head is complex: to rebuild the top end of a prewar Maserati, Delahaye, Miller, Alfa Romeo is SOOOO much easier ... no complicated rocker geometry, eccentrics, etc., etc.. But, in your core, if you're a "MG Man/Woman" you may have to riseabove the complexity to compete with the rest of the prewar field. This is written as an encouragement and guide to help pilot your way.

GOOD LUCK!

Chris Leydon


While aaending the 2014 Watkins Glen Fes:val, I met Ron Jackson who has mul:ple interests, including the restora:on of cars. One car happens to be a 1935 MG PB. Following is a peek at the :mes and tribula:ons of the MG PB and what the current owner has been up to. Editor

I picked up my 1935 MG PB in pieces in 2005 in Alberta Canada. The car had been apart for an engine rebuild at a sports car shop. The body was damaged and the project was terminated. The basket case was offered to me. I had narrowly missed out on a TC project a few years previously so this was interes:ng. I had previously owned Jaguar E Types so was used to English cars.The car came with a box of paper work that included a second registra:on booklet from England and then various paper work and receipts from different

owners. The trail went from Florida up the east coast of the USA and then

into Canada. One owner had the engine rebuilt twice in one year with a new engine block fiaed during the second rebuild. In total I have parts documents or work orders that suggest at least 6 rebuilds in the cars 42,000 miles. The photos in this ar:cle were part of documenta:on.My wife and I had a major move across the country followed by our building a custom straw home which put the project on the back burner. Aier the house was livable I started going away for Aircrai Maintenance contracts and have found some :me to work on the car.I have made progress in a number of areas. I inspected the engine block, rods and crankshai that had been repaired ready to install and rejected them as not suitable to con:nue with. (In :me I could write an interes:ng ar:cle in what I found wrong in the engine). I am wai:ng for a new crankshai to arrive and then it will be united with new rods and engine block. This made a mess of my budget!

Bringing PB 0362 back to Life…By Ron Jackson


I had repaired the chassis and then decided to build my own wood body. It was an interes:ng challenge and s:ll requires the wood doors to be completed.

I have most of the suspension and steering work finished and the central lubrica:on is fabricated and wai:ng to be installed. My wife and I have brought new wire wheels back in our suitcases from England during holidays. I have rebuilt instrumenta:on and most chrome parts are ready to install.

Once I have my engine back together I hope this provides the push to find more :me to finish the car. It will have to compete with our Porsche 356’s for schedule.


Brooklands Racing Circuit to get $10.8M Restoration

The following article regarding some history and planned upgrades was found at the Hemmings Motor News link below. This article was written by Daniel Strohl on February 20, 2015. Make sure you stop by Brooklands if touring England and support the project! Brooklands has a great Museum too. Thanks to Hemmings News for this great article.

http://blog.hemmings.com/index.php/2015/02/20/brooklands-racing-circuit-to-get-10-8-million-restoration/?refer=news--------

Even in its heyday, the concrete surface of the Brooklands race circuit ran uneven and bumpy, causing cars to grab some air at more than 100 MPH on certain parts of the track. These days, more than 75 years after racing ended at the circuit, the concrete that remains has grown rougher and barely able to support any speeds, but with a recently announced $7.2 million restoration, race cars may yet again return to the high banks of Brooklands.

Totaling £4.681 million (about $7.23 million), the grant from the Heritage Lottery Fund will encompass both the aviation and automotive aspects of the racing circuit. While Brooklands officials plan to use the grant to build a new purpose-built environmentally controlled annex and relocate and renovate a World War II-era hangar, they also have announced their intention to restore the track’s Finishing Straight, the section that ran past the grandstands and nearest to the paddocks.

Brooklands, circa 1919, via the Autocar Handbook, Ninth Edition

British landowner Hugh Fortescue Locke King first conceived the idea of a dedicated racing track in 1906 in response to Britain’s strict early Twentieth Century laws forbidding racing on public roads. According to a history of Brooklands written by Lord Montagu of Beaulieu, Locke King was a motoring enthusiast who took in early racing events around Europe and noted a dearth of British racing drivers and British automobiles among the top finishers of the events, a situation that he ascribed to the lack of high-speed testing facilities in Britain.

In response, Locke King surveyed a section of his land near Weybridge in Surrey and laid out a 100-foot-wide, 2.75-mile track of roughly oval proportions with two sections of extreme 37.5-degree banking on about 300 acres of property. Because asphalt wouldn’t set at such an angle, Locke King specified that the track be made from reinforced concrete. He formed a club for the circuit and formally opened it in June of

Photo by John Chapman/Pyrope

http://www.brooklands.org.uk/index.php?option=com_content&view=article&id=59:the-banks-where-wild-times-grew&catid=38:earlydays&Itemid=2


the following year, making it the world’s first dedicated racing circuit; not long after, record runs and auto racing commenced, with drivers finding that the banking – when approached correctly and at the right speed – actually guided their cars around the track without any steering input.

Brooklands in the 1930’s, Image courtesy of Brooklands Society

Racing at the track paused for World War I – during which it rose to prominence as an aviation center and housed a number of aircraft manufacturers – and then resumed afterward. The first British Grand Prix took place there in 1926, and speeds would increase far beyond the guesstimated 120 MPH maximum safe speed, particularly when John Cobb set the track record at 143.44 MPH in 1935. The onset of World War II in 1939 brought another pause to the racing at the track, though this time the pause turned permanent. According to Montagu, airplane manufacturer Vickers demolished part of the high banking to give its Wellington bombers more space to take off; meanwhile, bombing damaged other parts of the track, access roads to the aircraft factories cut across the Byfleet Banking, and efforts to camouflage the track by planting trees erased other portions. In 1946, Vickers ended up buying the entire circuit.

Industry began to sprout up throughout the area and even within the track during the 1950s, but it wasn’t until the late 1960s that Bill Boddy’s Brooklands Society began preservation efforts for the remaining sections of track. In 1991, the Brooklands Museum Trust, an organization independent of the Brooklands Society, opened its museum devoted to the circuit’s automotive and aviation heritage, on a 30-acre portion of the track. It is to the museum that the Heritage Lottery Fund granted the restoration money.

http://www.grandprix.com/ft/ftwb004.html

https://www.google.com/maps/place/Brooklands/@51.3494647,-0.4720144,16z/data=%214m2%213m1%211s0x0:0x7cc1bed5a3a235e7


Image Courtesy of Brooklands Museum

“We’re going to recreate as much as we possibly can of the glory days of Brooklands, both as a motor racing circuit and also as an aircraft factory,” the museum’s director, Allan Winn, told the BBC. The museum has already raised £1.2 million (about $1.85 million) in match funding and still has another £750,000 (about $1.16 million) to go, estimating the complete cost of the project at £7 million (about $10.8 million). According to a museum statement, work on the project will start in the next couple of months and is projected to wrap up in the summer of 2016.


2015 Upcoming Event - GOF Central


“GoF West” is the name given to a regularly held “Gathering of the Faithful” for owners of MG cars in the western United States and Canada. Until the early 1970s, assemblies like this had previously been held exclusively in the eastern United States. Outside a few local clubs in western North America, the only way to regularly interface with other MG owners was to travel long distances to places like New York, Illinois or Pennsylvania, all in the East.

Sometime in 1972, members of several Southern California MG clubs got together and decided to begin their own version of the east coast gatherings. A committee was formed, preparations were made, and the first GoF West was under way. Santa Barbara was the site chosen, and word was spread to MG car clubs throughout the western states. News of the initial event in 1973 was welcomed by MG enthusiasts and the first GoF West established a tradition of annual gatherings that has not been interrupted since.

Initially the Gatherings were for owners of pre-1956 cars as MGs were still being sold in the US. However, as the years passed and MGs were no longer being imported, it was realized that excluding cars built after 1956 meant a lot of MG enthusiasts had nowhere to gather unless they attended the national meets of such groups as NAMGAR or NAMGBR, many of which were held the other side of the Rockies. Now, GoF West welcomes owners of any car wearing the MG octagon.

As a result of these annual festivals, held only in locales in the western U.S. and Canada, thousands of MGs have been seen by other MG owners and the public. Most come from the western U.S., but there are usually several driven from around the country, and some even from overseas! From the very first GoF West, where most of the cars were “drivers” that had not been restored, each succeeding year has produced many more MGs that have been restored to pristine condition. Nowadays, several of those brought to these events are better than when they rolled from the assembly lines at Abingdon-on-Thames! This gives everyone who attends a GoF West an opportunity to see MGs at their finest, to inspire them to work on their own cars, and show how a properly restored car should look.

However, don’t think that these events are just for show cars! Most attendees drive to a GoF West, some folks traveling many miles and making the journey a several-day adventure in company with friends and fellow club members. While the Car Show does give an opportunity to show off and admire perfect restorations, most of the MGs present are still “drivers” and there are several events during the week catering to cars of all conditions. All they have to do is run – and if trouble should strike, there are always willing hands and knowledgeable experts to assist with needed repairs.

Come join in the fun at GOF West, June 15 - 19 2015. Located 50 miles north of San Francisco in the fine city of

Rohnert Park

For more information and to sign up, visit www.gofwest.org, then click on the link to GoF West


This is an epic story of 6 guys traveling around Europe going to car factories, a racetrack & museums. 2 Jacks, 2 Bills, 1 Phil & me, my name is Scoa Kahler and aier several small travel miracles took place I managed to meet my Dad (He’s one of the Jacks) and the other guys at the Munich Airport in Germany. That’s where the story begins for me. The five other guys met me there aier doing a whole bunch of car stuff in England that I wasn’t there for...that’s their story to tell.

Upon mee:ng up at the car rental desk at the airport and ren:ng our 2 mietwagens (rental cars in German) 3 guys in each car -‐ we were off and driving the autobahn, it took the first couple hours of driving to drop our American driving habits and learn the ways of the infamous Autobahn, where you drive as fast as you can and yet you s:ll get stacked up on from behind by high end Porsches, Mercedes, BMW’s and a lot of Audi’s, driving about 100km/h faster than our Citroen or Volvo would comfortably go.

Driving to southern Germany our first night was in a small town named Singen where outside the hotel was a full size concrete Porsche 911...This is when it really hit me that we were in Germany and this is where Porsche’s were designed and built, and there was a very rich history and love of these beau:ful cars.

“Car Guy’s Trip of a Lifetime”, by Scott Kahler


In the morning we headed off to Mulhouse, just across the border and a beau:ful city situated on the Rhein River in Eastern France. Our Goal – The Cite’ de’ l’Automobile also known as The Na:onal Automobile Museum, which houses the Schlumpf Collec:on, Over 120 Bugam’s and at least a couple of every other European car ever made from steam powered cars to Formula 1 Racers. We arrived in Mulhouse around noon and it was decided by the group that the :me lei in the day was not enough :me to do this massive collec:on jus:ce. We decided to spend the aiernoon at an interes:ng motorcycle museum just on the outskirts of town, called the La Grange a becanes. This turned out to be a great collec:on of a type of motorcycles that none of our group had ever heard of. One man’s personal collec:on of Ravat’s – A motorcycle that seemed to be an early contender as one of the iconic motorcycle companies, but then wasn’t able to make it past the fiiies for some reason. Overall great museum in a quaint French country town with a lot of class. Next morning, Bugam heaven! We arrived in the parking lot and aier a short walk towards the building, the first thing one no:ces is amazing architecture with a mul:tude of suspended cars flowing through the glass facade of the entrance. The breathtaking entrance is overwhelmed upon walking down the ramp into the heart of this great collec:on. A collec:on that spans the earliest of vehicles, the steam powered works of art, all the way through to the Veyron. And everything in between, including the Majes:c Royale, one of six ever made and it was bought by the Schlumpf brothers from Eaore Bugam. The elegant display around the Royale shows not only the car but also the original wooden forms that the long sweeping fenders were formed on. There are too many things in this museum to touch on everything, it must be seen to truly appreciate.

Next stop...Nurburgring! Several 100km north from Mulhouse and back in Western Germany, A strange mixture of medieval and leading edge automo:ve racing technology. This is the track that Jackie Stewart termed the Green Monster. Aier driving it, we knew why he called it that. When we got there it was Porsche day, they had the track, it was theirs, hundreds of high end Porsche’s flying through the beau:ful autumn countryside taking the 16km laps around the ancient castle that is perched high on the hill in the center of the track. This is a race town if ever there was one, it looks, smells and sounds like racing. Every historic home in this town has a Porsche GT3 or some other car built for racing parked in front. We had to wait for the Porsche owners’ club to finish their track day, while we waited we sat through the orienta:on at one of the several race car rental companies near the track. It was explained to us that this was a very dangerous track, people crash and people die, there were no run-‐offs on the track (meaning if you lost trac:on, you were himng something), there would be supercars passing us and there would be RV’s that we would be passing, we were also told how to react to an accident, how to put on our safety vests, stay in the car un:l it was safe to get out and then run to the side of the track and get to the upstream turn and flag oncoming drivers to alert them to slow down. On any given day the Nurburgring is a public toll road and people from around the world come to Nurburg to drive


the Ring, with whatever they happen to be driving, which only adds to the danger. I walked out of the orienta:on/driver training, just a bit nervous, but yet s:ll very excited to jump in our late model VW Scirocco’s unlike I’ve ever seen in the states, and get started. My Dad and I in one, Bill and his dad Phil in another, the other Jack and the other Bill in a Renault that was just as quick as our Scirocco’s. Aier a short drive from the rental company to the track entry gate, where the lap pass is swiped, much like exi:ng a parking garage, and suddenly you’re on the track. Everyone comes through the same gate onto the same straightaway, but this is where the race starts, even though we were told in our orienta:on that we weren’t racing, just sightseeing and there are no Formula One talent scouts at the track, s:ll everybody is racing, it’s impossible not to, this is the chance of a life:me and that orienta:on seems so far away and I forget I’m not a race car driver, and I drive as fast as I can, it’s the most exhilara:ng thing ever, with 154 turns and dips that take your breath away like roller coasters do, all you can do is smile and the four lap pass that came with the rented car seems to go by so fast even though it takes an hour to complete four laps.

Nurburgring adventure done, it was :me to move on to Stuagart. Aier a morning drive in torren:al rainstorms in the German countryside on the autobahn, which most of the way from Nurburg to Stuagart was under construc:on so our lanes were narrowed in half, but we were on a mission, because we had an appointment! Another important appointment, this one at the Porsche Factory, set up by Phil and one we could not be late for otherwise we would have to forfeit our tour. We made record :me given the circumstances. Our Nav system led us to an area of Stuagart that is historically and purely Porsche. Upon pulling up to the intersec:on with the factory on our lei and right and the museum straight ahead, we were surrounded by beau:ful German cars. We made it in :me for our appointment, we gathered in the museum and were introduced to our guide, we gave up our phones and anything that could take pictures, and we were led across the street by a friendly and knowledgeable guide who spoke fluent English and was available for whatever ques:ons we happened to have. Aier an elevator ride, we walked out on to the produc:on floor yielding to robots towing parts carts. We were led through the factory, watching different models of Porsches come together seamlessly from beginning toend, watching chassis & body go up & down on elevators, out on conveyors and by the end of the tour we were watching finished cars roll off the line. Aier a great informa:ve tour we were led back to the Porsche museum where we explored this awesome futuris:c building that contains an extraordinary collec:on of Porsches from the early twen:eth century to the present.


Not yet overwhelmed with the Stuagart car experience, we drove through the city to the Mercedes Museum, a giant spiral that looks from the outside like silver Guggenheim Museum. When you enter this museum there is an elevator ride to the top of the spiral where it all begins. Literally, with the first Mercedes ever built. Then spiraling down through the years, there is everything from motorcycles to airplanes to racecars.

Next stop – Italy! Aier a beau:ful drive through Swiss Alps, Goahard Tunnel, Lake Como, we arrived in the heart of yet another historic car town. This one Maranello, the town where Ferrari’s are made. A town where new Ferrari’s are test driven through the city streets.


Our appointment was set for 1pm, which gave us :me to first go through the Ferrari Museum, and also drive to Modena where the Enzo Museum is located. Aier soaking in the beauty and rich history of Ferrari at these two museums, we drove back to Maranello for our appointment.

The factory tour at Ferrari started in an old brick building at the entrance to the factory. Once the group of people gathered that were there to watch their Ferrari roll off the line, we joined them and got on a bus that took us deeper into the factory made of red. An amazing factory that lives & breathes beauty. Very different from Porsche’s approach. While Porsche’s supply chain is completely outsourced – Ferrari, is all in-‐house. Every detail is Italian design down to the architecture of the factory, open and airy with gardens on the factory floor. In the museums we had visited earlier, we were introduced to the history of Ferrari of Formula 1 Racing. That did not however prepare us for the unexpected tour of the Formula 1 aspect of the factory. This is where race cars are built, tuned & tested on a track. Each driver has his own stall where his cars are worked on, aier walking through those shops, we were taken into a warehouse, where we were shown previous years of Formula 1 Race Cars that were for sale. Each one having a different price on it, nothing under 1 million Euro, but that comes with a year of having your car flown with a team of service techs to any track in the world, so that as a proud new owner of a Ferrari Formula 1 Race Car, you can drive it any:me you want.


It was there in Italy that, as planned, we parted ways – Phil & Bill lei for Rome, my dad & I took Jack to the airport in Milan. We then set off alone by way of Venice and Prague to get to Wolfsburg, Germany. One last car museum, before heading home. Volkswagen!

Aier a bit of a confusion on trying to find the Volkswagen factory, mostly because of the size of it, my impression was that Volkswagen was Wolfsburg, we stumbled onto the Autostadt. Autostadt translates into car city. And this place is the ul:mate German designed car city. This is the place with two twin glass spiral towers that hold brand new VW’s wai:ng for their new owners to come claim them. It also has its many Pavilions – Porsche, Audi, Lamborghini & Skoda, and what is called the Premium Clubhouse, which contains a chrome, Bugam Veyron. Each Pavilion is an Architectural Marvel / Museum. Also there is the Autostadt Museum, which contains design icons and their histories. Everything from a 13 Window VW Bus, through Jaguar and also some Cadillac’s. This factory, open to the public, begins on a barge on the River Aller. The barge takes you to a bus that takes you through the factory which is the height of automated car produc:on in the world. Aier a great tour of admiring pure German engineering, my dad & I ended our trip.

All said and done, this was the trip of a life:me, with some great people. 6 guys on a trip, driving from town to town in Europe, we drank some wonderful wines, ate incredible food as we explored the history of European cars. In the end though, the best part of this trip for me was gemng to spend a month with my dad, traveling around Europe and doing what he loves most – driving, looking at & talking about CARS!

Scoa Kahler


Order your NAMMMR Regalia now! We havea selection which we hope will please our Members.

Each item will be embroidered with the NAMMMR Shield in a complimentary color scheme. The shirts, polo and ball cap are in a

light stone color. The full-zip fleece jacket is in a dark brown, but the NAMMMR Shield is in a lighter color.

Also available is the Grill Badge ….. Cathy

NAMMMR Regalia


Item Color EmbroideryLong Shirt Twill Shirt Stone NAMMMR Shield on Left

Crest

Polo Shirt- Short Sleeve Stone NAMMMR Sheild on Left Chest

Cabby Hat Stone NAMMMR Sheild on back

Ball Cap Mid-Profile Stone NAMMMR Sheild on Front

Fleece Jacket-Full Zip Dark Brown NAMMMR Sheild on Left Chest

NAMMMR Grill Badge

Postage 1 Item $12.35

Each additional item

$5.80

Total

SizeAdult_Women_S_M_L_XL_XXL_XXXL

Adult_Women_S_M_L_XL_XXL_XXXL

S/M_L/XL

One Size

Adult_Women_S_M_L_XL_XXL_XXXL

Cost $49

$31

$19

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Name: _______________________________________________________

Address: ______________________________________________________

City: ________________________ State: ___________ Zip: __________

Email address: _______________________________________________

Phone Number: ______________________________________________

Make Check out to NAMMMR and mail order form and check to:

Cathy Gunderson 6160 W Lakeside CtLialeton, CO 80125

Any ques:ons call 303-‐791-‐4902, or email j-‐[email protected]

NAMMMR Regalia Order Form


Tidbits: From the Editor - I will use this section to provide information I have received from various sources, which will

hopefully be useful and fun to our readers.

Editor’s Note: Yes, please send us MMM related events you attended, they make for great articles. In addition, I am adding a “Tid Bits” section towards the end of future newsletters for any interesting short articles, photos or perhaps a helpful hint and the care of our MMM cars.

NAMGAR Articles, News and Event Information

///////////////////////////////////////////MG Racing Events - 2015

Posted: 01 Feb 2015 04:57 PM PSThttp://feedproxy.google.com/~r/namgar/all/~3/KQSLCchzb9o/?utm_source=feedburner&utm_medium=email

2015 is shaping up to be a great year for MG vintage racers and MG enthusiasts! There will be many vintage races around the country, with various racing organizations, where MGs of all vintages will be competing in vintage races. But four of these race events will have a "Special Focus" on MGs. They are as follows:

April 10-12 Vintage Drivers Club of Americas

13th Annual "Wild Hare Run" at Virginia International Raceway. This is also the MG Vintage Racers designated "Focus Event" for 2015, with MGVRs special awards and socials.June 19-21 Vintage Automobile Racing Association of Canadas

"Canadian Historic Grand Prix" at Mosport, Ontario. It will include the MG-Triumph Challenge and the "Simms Cup" for vintage racing MGs. Canadian hospitality is wonderful!July 23-26 Sportscar Vintage Racing Associations

"Glenora Wine Cellars Grand Prix" at Watkins, NY. Always a favorite for MG racers and MG enthusiasts. It will include the historic 31st running of the all MG "Collier Cup" race.August 31st -September 2nd

The "Put-In-Bay Road Races Reunion". This year featuring MG. Put-In-Bay is a vacation island on Lake Erie, Ohio, where they raced sports cars many years ago. Now they are re-creating those races and the "party atmosphere" of them on this historic island. This is as much a vacation as vintage racing for both racers and spectators, plus they have a car show!

So there will be lots of MG racing going on this year! Mark your calendars! Please contact the sanctioning organizations for more information on each event. Also take a look at the MG Vintage Racers website for more information on MG vintage racing.

"Safety Fast" to all in 2015!


Tidbits: From the Editor - Continued

This link provided by Jack Kahler. A wonderful collection of some very rare and rough cars.

http://jalopnik.com/youll-never-see-a-car-collection-like-this-14-million-1678005288

The Ballion collection recently discovered in France is basically like if the Sultan of Brunei's insane supercar hoarding was done in secret in an open barn only to to be found fifty years later. Now, here are all those derelict wonders as they were discovered.

Monsieur Ballion's much neglected collection is getting auctioned off at the Rétromobile 2015 by Artcurial Motorcars on the 6th February. Here are all the Ballion cars (most of which without a reserve) you can start saving up for, including the Ferrari California they expect to sell for no less than €9.5 million:

A couple of the many examples. Didn’t see any pre-war MMM MGs…..

http://jalopnik.com/this-could-be-the-last-major-barn-find-ever-1667339134

http://jalopnik.com/379855/a-garage-fit-for-a-king-the-best-of-the-sultan-of-bruneis-amazing-car-collection

http://jalopnik.com/379855/a-garage-fit-for-a-king-the-best-of-the-sultan-of-bruneis-amazing-car-collection

http://www.artcurial.com/en/asp/searchresults.asp?pg=1&ps=18&st=D&sale_no=2651+++


The following article, provided by Dan Shockey (PA2108), from the Sorry Safari Touring Society, regarding the cure for piston slap by the factory. This was written by Skip Kelsy, who was quoting Henry Stone. Dan’s factory documents on his PA indicate it was returned to the factory for replacement. Did Dan’s pistons just get the cure instead?


For Sale - 1932/33 MG J1 chassis # J0498.

Pictures Online at – www.conceptcarz.com – Vehicles – MG – 1932 - J1.

Fully restored to Concour’s condition. Extensive awards.

Premier car NEMGTR. Information on the car has been well documented and can be reviewed in the following magazines :-

NAMMMR NEWSLETTER – Winter 2008 - complete restoration story. NEMGTR Sacred Octagon Feb. 2009 Volume 47 #1 – complete restoration story p31. Sacred Octagon Oct. 2009 Volume 47 # 5 - Centerfold picture. Sacred Octagon June 2010 Volume 48 #3 -Centerfold picture of engine. More details available from Malcolm Appleton. cell (802 793 0352email – architec.vt@gmail .com

$68,000

Cars and Parts for Sale - Good time to make some extra cash and clean out the garage, barn or back room!

mailto:architect.vt@gmail


MG J2 1933, restoration project for completion. Chassis number J3037, reg number WJ 7385, known history, V5, old brown log book, chassis file, on Register. Much work done including chassis, reconstruction of the original body tub to a high standard, petrol tank, steering column etc. Lot of new parts including tyres, wings, valences, exhaust, front apron, seat buckets. firewall, undertray, spare wheel carrier etc etc. Plenty of work still to do including engine and gearbox and some parts for example cylinder head are needed. Much more than a rotten barn find. View West Sussex. Telephone 01243 573580

Price 17,850 GBP

Email [email protected]

Note: Lew Palmer asked us to publish this to help our MMM friends across the pond. This looks like a great project!


Exhaust Manifold

Aluminizing- The original finish on your exhaust manifold restored utilizing the

metal flame spray technique used when the manifold was new. Four cylinder manifolds including clamps $165. plus shipping. Please inquire about split six cylinder manifolds or other applications.

Jim Dougherty #437, Covington, Louisiana. 985-789-1826,[email protected]

mailto:[email protected]


MANUFACTURER OF HIGH QUALITY THROTTLE SHAFTS

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